Wittering
WITTERING: Military aerodrome (also known as STAMFORD)
Note: The first picture was scanned from Today's Pilot magazine, issue March 2001. The second picture was obtained from Google Earth ©
Military users: RFC/RAF Home Defence Flight Station 1916 to 1919
Training Depot Station 1917 to 1919
Location: On the E part of RAF WITTERING today, alongside and W of the A1 and about 2nm S to SSE of Stamford town centre
Period of operation: WW1: 1917 to 1919 (was there a gap in operations after WW1?)
Site area: WW1: 193 acres 914 x 823
NOTES: Even in WW2 this by then expanded aerodrome was still listed as being situated in NORTHAMPTONSHIRE.
As so often happens it is rather difficult to justify listing two airfields on more or less the same site separately, but I really do think that in this case the argument can be plausible as the two entities are so different in character.
*WITTERING: Military aerodrome
(In WW2 listed in NORTHAMPTONSHIRE but in the 1980s listed as being in LEICESTERSHIRE. More recently the ‘higher echelon’ barmy army bunch who control most council offices have created the “County” of PETERBOROUGH which only serves to confuse everybody interested in history. When I started this 'Guide' I guessed that PETERBOROUGH was probably more in CAMBRIDGESHIRE than in any other County?
Having learnt a great deal more and becoming increasingly alarmed at the dubious if not almost sinister goings on behind closed doors in many County Councils I’d now list this aerodrome in NORTHAMPTONSHIRE where it undoubtedly belongs. Does any other EU country in recent years constantly move boundaries established for hundreds of years around all the time and constantly create new minor ‘regions’ or ‘counties’? (Is RAF COLLYWESTON often confused with WITTERING?)
Military users: 1930s: 11 FTS (Avro Tutors, Gloster Gauntlets and Hawker Audax & Harts)
WW2: RAF Fighter Command 12 Group
*Battle of Britain RAF Sector Station 12 Group
Night fighters: 23 Sqdn (Bristol Blenheims)
(10th July 1940) 229 Sqdn (Hawker Hurricanes)
266 (Rhodesia) Sqdn (Vickers-Supermarine Spitfires)
(1st September 1940) By this stage it appears that 266 Sqdn were still here, joined by 74 Sqdn also flying Spitfires. 229 Sqdn had flown their Hurricanes over to BIRCHAM NEWTON (NORFOLK) but 23 Sqdn had arrived with their Blenheims from nearby COLLYWESTON
Later Forward Airfield (Night Fighter)
AFDU (Air Fighting Development Unit)
25 Sqdn (Bristol Beaufighters)
41 & 43 Sqdns (Vickers-Supermarine Spitfires)
141 Sqdn (Beaufighters later de Havilland Mosquitos)
151 Sqdn* (Boulton Paul Defiants, also Hurricanes & Mosquitos)
213 Sqdn (Hawker Hurricanes)
Central Fighter Establishment
Post 1945: 232 OCU (Operational Conversion Unit)
7 Sqdn (Vickers Valiants)
49 Sqdn (Avro Lincolns later Vickers Valiants)
58 Sqdn (Hawker Hunters)
61 Sqdn (Avro Lincolns)
76 Sqdn (English Electric Canberras)
100 Sqdn (English Electric Canberras, later Handley Page Victors)
139 Sqdn (Vickers Valiants, later Handley Page Victors)
141 Sqdn (de Havilland Mosquitos then Gloster Meteors; later de Havilland Venoms and lastly Gloster Javelins)
Station Flight in 1957: (Two Avro Ansons, one DHC.1 Chipmunk)
RAF Bomber Command, RAF-RN Joint Force Harrier
1(F), 20(R) and 139 Sqdns & 233 OCU ( Harriers)
899 OTU operating Harriers (2000)
1996: RAF ATC Wing
1998 snapshot: RAF Offensive Support
1 Sqdn 16 x Harrier GR.7 1 x Harrier T.10
RAF Operational Conversion
20 (R) Sqdn (HOCU) 11 x Harrier GR 7 7 x Harrier T 10
Location: W and adjacent to A1, 2nm SSE of Stamford
Period of operation : 1916 to 2011
Runways: WW2: E/W 4115 grass NE/SW 1326 grass
2001: 08/26 2761x60 hard
Plus grass strips in variable positions, 457x30 grass for gliding
NOTES: There would seem to be sufficient proof that, (in WW2 at least), WITTERING did have an extremely long grass E/W runway. If the records are correct and it really was 4114 metres long was this the longest runway ever in the UK? Runway 09L/27R at HEATHROW is (in 2014) 3902 metres long for example.The fact it was grass and not hard makes it even more extraordinary. But why? Why was this grass runway so long?
I have harped on many times in this Guide about my inability to understand the mentality of the RAF command structure in so many aspects, especially during WW2. For example, why did they keep moving squadrons around and very often making them fly types and operations totally different from what they had just been trained for, time and time again. As a strategy it seems obviously designed to be counter-productive to the war effort. So, why did those in charge succeed in getting away with it? The usual answer that most senior RAF officers were invariably incompetent, often surprisingly ignorant and sometimes simply stupid - surely doesn’t wash?
Take for example the history of 141 Squadron who were once based here. Reformed at TURNHOUSE (LOTHIAN), round about the start of WW2 they were equipped with Gloster Gladiators, (biplane fighters), then Bristol Blenheims which were twin-engined fighter/bombers, then the single-engine and hopeless Bolton Paul Defiants which were supposed to be fighters of a sort. In fairness the Defiant did have a brief period of success, catching out Luftwaffe pilots not expecting a fighter with a four-gun turret facing aft, but once aware of this the Defiant became a sitting duck, especially if attacked from below.
However, having become accustomed to flying in this area they were then sent south to fly around KENT with their Defiants at BIGGIN HILL, HAWKINGE and WEST MALLING. After converting to Beaufighters, (a radical change of type and operation yet again), they flew again from TURNHOUSE (LOTHIAN), PRESTWICK (AYRSHIRE), DYCE (ABERDEENSHIRE), MONTROSE (ANGUS), DREM (LOTHIAN), BIGGIN HILL (KENT), GATWICK and TANGMERE (SUSSEX), and ended up at WITTERING(NORTHAMPTONSHIRE). These poor buggers must have been nigh on dizzy coping with all this, let alone expected to fight a war?
A SINGULAR TALE
In October 2015 I was sitting down reading Last Of The Few by Max Arthur which is a compilation of stories told by then elderly pilots who had seen combat during the 'Battle of Britain' - and highly recommended reading perhaps needless to say. Imagine my fascination on finding this account by Flight Lieutenant Myles Duke-Woolley regarding his fellow pilot in 23 Squadron, the remarkable Squadron Leader 'Spike' O'Brien - a real character if ever there was one.
"It was a gin-clear night with a full moon, and Spike took a new pilot up with him in a Blenheim I to show him the Sector that night. After take-off he was diverted and intercepted a He III that was returning after bombing Birmingham. In the gunfight the Heinkel went down and Spike's Blenheim went out of control in a spin. At that time no pilot ever had got out of a spinning Blenheim alive, because the only way out was through the top sliding hatch and you then fell through the airscrew. The new boy probably didn't know that but nevertheless he froze, and Spike had to get him out."
"He undid his seat belt, unplugged his oxygen, and threw him bodily out of the top hatch while holding his parachute ripcord. He told me afterwards that he felt sick when the lad fell through the airscrew. Spike then had to get out himself. He grasped the wireless aerial behind the hatch, pulled himself up it and then turned round so that his feet were on the side of the fuselage. Then kicked outwards as hard as he could. He felt the tip of a airscrew blade 'pat' him on the earpiece of his helmet."
"He landed on the outskirts of a village and went to the nearest pub to ring base and ask for transport home. He got himself a pint and sat down at a table to chat with another chap who was sitting there in uniform. After some time, thinking the chap's dress was a bit unusual, Spike asked him if he was a Pole or Czech."
'Oh, no,' said his companion in impeccable English, 'I'm a German pilot actually. Just been shot down by one of your blokes.'
"At this, Spike sprang to his feet and said, 'I arrest you in the name of the King. And anyway, where did you learn English?' The German said, 'That's all right. I won't try to get away. In fact I studied at Cambridge for three years, just down the way.' Then he said, 'I shall be out of here anyway in a week or two's time you know.' 'Like bloody hell you will!' said Spike. 'Let's agree to disagree,' said the German."
Evidently the German pilot had offered to buy Spike a drink. 'My shout, what's yours?' said Spike. 'Hey, you can't go buying me a drink.'
'Why not?' said the German. 'I've got plently of English money and it's no more your pub than mine.' So that's what they did, sat and had a drink."
For a couple more stories about 'Spike' O'Brien see MIDDLE WALLOP and BIGGIN HILL.
151 SQUADRON
*151 Squadron were it seems the second squadron to receive Mosquito NF.Mk.II; 157 Squadron at DEBDEN (ESSEX) being the first in December 1941. However, it appears it was 151 Squadron who scored the first successful ‘hits’, but, this wasn’t until June 1942. All said it appears that, compared to the Luftwaffe night-fighter success rate, the RAF night-fighter campaign was a pretty dismal failure.
But simple statistics do not paint an accurate picture. It is one thing to intercept a huge stream of bombers, quite another to pinpoint and intercept just a few, or even a single aeroplane. As Robert Jackson points out in his book Britain’s Greatest Aircraft: “During Operation Steinbock, the so-called ‘Little Blitz’ of January to May 1944, which was conducted by all available German bombers on the Western Front, Mosquitoes equipped with A1.Mk.VII radar destroyed 129 bombers out of the 329 lost by the Luftwaffe in that five-month period.”
THE COLD WAR ERA
After a period of ‘working-up’ at 232 Operational Conversion Unit (OCU) at GAYDON (WARWICKSHIRE) the first six Vickers Valiants of 138 Squadron arrived here in July 1955. This was the first of the ‘V-bomber’ bases in the U.K. and these aircraft were capable of carrying the first operational nuclear bombs, code-named Blue Danube. It appears that the first Blue Danube bombs were delivered in November 1953
The choice of WITTERING was probably purely practical as the RAF Bomber Command Armament School was also based here. It seems of interest that according to various expert sources 232 OCU appears to been operational at both GAYDON and WITTERING.
To quote again from Robert Jackson’s Britain’s Greatest Aircraft: “By the summer of 1956 No.138 Squadron had been joined by another Valiant unit, No.49 Squadron, while Nos 148, 207 and 214 Squadrons formed a second Valiant Wing at RAF Marham, in Norfolk. No.49 Squadron was heavily involved in nuclear weapons trials, and on 11 October one of its Valiants (WZ366, Squadron Leader E.J.G Flavell) made the first live drop of a Blue Danube during a series of trials code-named ‘Buffalo' at Maralinga, South Australia. The Blue Danube detonated at between 500 and 600 feet. The fissile material had been loaded into the nuclear capsule in flight and the weapon had a modified fusing system. Because of fears that the fusing system might fail, resulting in a 40 kT ground burst and unwanted contamination, a low-yield (3 kT) version was used, rather than a standard production bomb. Nevertheless, this was the climax of the development effort, bringing together the bomb and the V-bomber in an operational configuration.”
Over the years I have often wondered about the mind-set of the crews flying the V-bombers armed with nuclear weapons. Without any doubt they must have been very brave men, but did they manage to develop a mind-set whereby they could, on a day-to-day basis, manage to disregard the immense risks involved? I suppose this is probably the case simply because, let’s face it, the results of something going wrong would have been, to all intents and purposes, exactly the same as a WW2 bomber having its bomb load explode. There would be precious little left.
But, it is not as simple as that. The whole 'charade' depended on the concept of having a workable 'deterrent'. In other words, although the British contingent was far smaller than the main US forces, they were much closer to the USSR, and, with their 'V' force bombers, (Vickers Valiants, Avro Vulcans and Handley Page Victors), these crews were quite convinced they were capable of delivering a massive nuclear blow to the Soviets. And, the huge complement of ground crews right up to to top echelon RAF senior staff were firmly behind this.
Hearing and reading today, accounts from these people, they were totally convinced that they would never be sent into action in a nuclear war. History proves them right. But of course we must remember, according to the history and records now published, it was in fact the USA that was mostly the aggressor nation, and it was in fact the Soviets who were intent on providing a deterrent to World War Three, which undoubtably would have been an all-out nuclear war, quite probably putting paid to humanity and pretty much everything else on our planet.
I can highly recommend reading 'Britain on the Brink' by Jim Wilson who describes in considerable detail the circumstances leading up to the 'Cuban missile crisis', whereby, quite reasonably, the Soviets were attempting to mirror a system of having massive military might placed on their 'doorstep', as the US had done in Turkey and the UK. The British of course, ever eager to support US foreign policies, also had bases with potential if not actual nuclear capabilities, (a lot of this stuff is still secret), on Malta and Cyprus. The 'V-bomber' force were continuously in residence on both of these islands - with a similar striking distance into the Soviet Union as RAF bases in the UK.
THE VICKERS VALIANT
On another tack my few overall impressions of the Valiant were, as a youngster, that it was basically a rather luckluster performer compared to the later Victor and Vulcan. In fact, as a product of its time, (the Victors and Vulcans coming quite a bit later), it was in fact an astonishing aircraft. To quote from Robert Jackson once again: “….all the Valiant squadrons with the exception of No.49 deployed aircraft to RAF Luqa, Malta, as part of the Anglo/French response to the Suez Crisis. On 31 October, these aircraft joined Canberras of RAF Bomber Command in a series of attacks on Eqyptian airfields as part of the air offensive that preceded the Anglo-French landing in the Suez Canal Zone. The Valiants bombed singly from 40,000 feet, their targets being marked by ‘pathfinder’ Canberras, and were easily able to outclimb the few enemy night fighters sent up to intercept them. In fact, the Valiant had already shown its prowess in this respect during air exercises in the UK, evading Hawker Hunter fighters that had no difficulty intercepting B-47 Stratojets operating at lower altitudes.”
For younger visitors to this Guide especially, who may not be too familiar with this era, (and I am still learning), the Hawker Hunter was at that time the foremost RAF fighter and the Boeing B-47 was the primary bomber of the USAF based in the UK. The Boeing B-52 Stratofortress which had first flown in 1955, was I believe, held in reserve from bases in the USA? Being basically a person with pacifist tendencies and almost no sense of patriotism; basically because involvement with anything military seems to involve the distinct possibility of getting killed – something I’d prefer to delay as long as possible. I nevertheless cannot help having the feeling of a distinct sense of pride in the accomplishments of British V-bomber designers and their RAF crews. Stories abound, for example, of combined air exercises held in the USA when Avro Vulcan crews made the USAF crews flying B.52s look as if they were flying the equivalent of an airborne pensioner with a zimmer frame.
This said of course, in strictly military terms, the B.52 has had the last laugh. It might well soon be a pensioner, now fifty eight years old, but it is still flying. Indeed, of the 744 built, as of 2012 eighty-five are operational with nine in reserve and, incredibly, the projected service life now extends into the 2040s!
In 1962 139 Squadron were reformed here operating Handley Page Victor B.2 ‘V-bombers’.
OPERATION TOO RIGHT
In 1955 two Valiant B.Mk1s, WP206 and WP207, of 138 Squadron departed for a very long trip - the final destination being New Zealand. They had been prepared by 232 OCU at GAYDON who also supplied the ground support crew. Four Handley Page Hastings of 40 Squadron, Transport Command, carried the ground support crew and a variety of equipment and spares, plus, Air Officer Commanding-in-Chief, Bomber Command, Air Marshal Sir George Mills and his wife Lady Mills, accompanied the tour in their VIP Hastings which apparently wore a distinctive livery.
The Hastings departed to position support crews along the route on the 3rd and 4th of September. It appears the first main staging post was RAF Habbaniyah in Iraq, although a suspect a refuelling stop may well have been made en route. The next staging posts were Maripur near Karachi in Pakistan, Negombo in Ceylon (Sri Lanka), and Changi in Singapore. It was at the latter that some primary servicing was planned for the Valiants.
From there at least one Hastings flew to Darwin, RAAF Amberley near Brisbane, Melbourne and Edinburgh Field near Adelaide. At least one other Hastings went to Perth and Sydney. In New Zealand the staging posts were Harewood Airport, Christchurch, Ohakea near Wellington and Whenuapia near Auckland.
BREAKING RECORDS AND OVERCOMING PROBLEMS
One Valiant, WP206, broke the London to Baghdad speed record on the first outbound sector. Both of the Valiants and the Hastings suffered a variety of technical problems, notably the Valiant WP206 diverted to RAF Shajah in Trucial Oman after one of its engines disintegrated. Setting work to change the engine they realised that an essential piece of equipment had gone on ahead in one of the Hastings so another was flown out from the UK in an English Electric Canberra. It always fascinates me that although on paper at least the UK was to all intents and purposes bankrupt after WW2, the military seems to have had almost unlimited funds. Let's face it, not one V-bomber design, but three had been commissioned.
It should be noted that at this time, only the Vickers Valiant was ready for operational service, the Avro Vulcan and then Handley Page Victor following on some time later. Getting back to the story, the other Valiant WP207 had returned to RAF Habbaniyah after a pressurisation failure. It is reported though, that after these problems had been sorted out, the two Valiants performed 'faultlessly' for the rest of the trip. This said I suspect that 'faultlessly' is a relative term.
The Valiants were feted wherever they went in Australia and New Zealand, and in the cities overflown school children and other interested groups were given time off to witness what was at the time, a really spectacular exhibition of 'state-of-the-art' aviation supremacy. It must be rembered that in its day the performance of the Valiant was so impressive it could easily out-perform the RAFs front line fighter - the Hawker Hunter. The press in both Australia and New Zealand gave the visit extensive coverage, but it appears the UK press virtually ignored the trip. Why? By contrast they went full-tilt on the Avro Vulcan which made a trip to Australia the following year.
That exercise culminated in a spectacular and fatal crash at HEATHROW. See my listing for further information.
OPERATION BUFFALO
This operation was put together to send two Vickers Valiants to the Maralinga Ranges, in the Woomera Prohibited Area to test the airborne dropping of the Blue Danube nuclear bomb, Britain's first. However, later tests with fusion/thermonuclear bombs were prohibited in Australia, so these later tests took place from Christmas Island, the explosion taking place over Malden Island.
In February 1956 C Flight of 138 Squadron moved to RAF Wittering and became 49 Squadron with three Valiants. Of these WZ366 and WZ367 left WITTERING in early August and routed via El Adem, Mauripur, Negombo, Changi, Darwin and finally Ediburgh. Pretty much following the route taken by the preceeding Operation Too Right, which was of course mainly a 'flag waving' exercise. Four nuclear explosions were made initially, only one of which was an air-drop and this was undertaken by WZ366 on the 11th October 1956.
The ground support crew left WITTERING on the 4th August, once again in Transport Command Handley Page Hastings, but not having the range of the Valiants they had to make more stops. Their route was Idris (Libya), El Adem (Libya), Habbaniyah (Iraq), Karachi (Pakistan, Negombo (Ceylon), Changi (Singapore), Labuan (Borneo) and then via Darwin to Australia. They then flew to Edinburgh Field (Adelaide) before finally arriving at Maralinga. This must have been a punishing trip for them as the Hastings was both slow and f******* noisy.
If anybody is keen to learn more about Vickers Valiant operations I can highly recommend reading; Valiant Boys by Tony Blackman and Anthony Wright which contains a wealth of fascinating information; including many personal accounts from those involved in all aspects of Valiant operations.
VICTOR MEMORIES
In their excellent book Victor Boys, Tony Blackman and Garry O'Keefe include an account by Norman Bonnor who flew as a 'nav radar' under Captain Terry Austin in the Victor B.2 with 100 Squadron, part of which is quoted here. I doubt it can be bettered in many respects: "I had joined 100, via the Victor 2 Training Flight, after three years on XV Squadron with the Victor Mk.1A at RAF Cottesmore."
"The Mk2 was slightly larger and heavier and all the aircraft services and systems it offered were much improved over the Mk1A. But the really outstanding change was from the four Armstrong Siddeley Sapphires to four Rolls-Royce Conways. More than double the thrust available meant a dramatic change in performance. It was the first time that I had flown in an aircraft where you couldn't apply full power with the brakes on as the tyres would rotate on the wheel rimes and risk bursting!"
"Climbing out from Cottesmore in a Mk1A, we would be well out over the North Sea before reaching 40,000ft; in the Mk2 out of Wittering, we reached 40,000ft after about seven minutes and before King's Lynn!" Now that, I would suggest is one hell of an improvement. I wonder if any other large aircraft has made such a sramatic improvement in one step-change?
SCRAMBLES
"Of course, we were subject to the famous 'four minute' warning from the BMEWS (ballistic missile early warning system) at Fylingdales and regularly practised four aircraft scrambles from the ORP (operational readiness platform) at the runway 26 end. It was a strange feeling to sit with only battery power, listening to the intercom and the Bomber Command telescramle system that beeped every minute and, perhaps with a skylark twittering above us, knowing that all hell was about to break loose."
"Suddenly the call would come: "This is the Bomber Controller...."; we rarely waited for more, the combustor start system fired 6,000 psi air into all four engines, and we would be moving forward in seconds with the AEO desperately trying to get all the electrics up and running as we hurtled down the runway." The AEO incidentally was the Air Electronics Officer.
"My crew were often number one in the stream and I regularly timed our retracting the undercarriage in under a minute after the scramble call. Can anyone name a modern fighter that can match that from cold? Having got airborne, flying the beast was a little fraught as the compass and instruments were still erecting, so going into cloud straight after take-off was a challenge." I'll bet it was - aren't these old chaps masters of understatement.
"The three aircraft behind would take opposite sides of the runway to best stay out of wake turbulence, which was the only limiting factor that prevented all four aircraft getting airborne in under two minutes. If one of the four engines failed to start, ww went anyway after calling "No 1 going last" and then bringing power up on only two engines at first and adding the third when Terry had aerodynamic control on the rudder. It took a bit longer to get airborne, but there was ample power on three engines."
As is amply illustrated here, there are many 'ripping yarns' in Victor Boys and this applies to the others which form a triology, (the others being Valiant Boys and Vulcan Boys). And indeed, for anybody interested in the subject these books must surely rate as compulsory reading. The really value of these books, without much doubt, is that apart from the splendid detailed introductions and explanations of the authors led by Tony Blackman, which weave the various parts together; these accounts are from the people in operations - at the sharp end and invariably air crew.
THE HARRIER ERA
It seems well worth quoting, once again, Robert Jackson from his excellent book Britain’s Greatest Aircraft regarding the emergence of the Harrier ‘jump-jet’. “Even as the P.1154 programme was being wound up early in 1965, Hawker Siddeley at Kingston was instructed by the British government to modify the Kestrel to take a 19,000lb thrust version of the Pegasus, fit the avionic systems then being developed for the P.1154, less the radar, change the aircraft to accommodate a considerable weapons load and deliver the resulting attack fighter to the RAFin four years’ time. The result was the Harrier, which, representing a more than 90 per cent redesign of the Kestrel, was committed to production in 1967.”
Does it not seem quite incredible today that so much could be achieved in so small a time span? But, as pointed out elsewhere in this ‘Guide’ in the UK at that time we had some of the most capable, entirely professional and competent designers to be found anywhere else in the world. So, why did it all go downhill from then on? Finally resulting in the UK being a parts manufacturing facility at best.
Be that as it may Robert Jackson reports: “In its single-seat close support and tactical reconnaissance version, the aircraft was ordered into production for the RAF as the Harrier GR.Mk.1, the first of an initial order of seventy-seven machines flying on 28 December 1967. On 1 April 1969, (My note: Why does UK officialdom love to introduce so much on ‘April Fool’s Day?), the Harrier entered service with the Harrier OCU at RAF Wittering, and the type subsequently equipped No.1 Squadron at Wittering and Nos 3, 4 and 20 Squadrons in Germany.”
1977: AN EPIC FLIGHT
It will probably remain a mystery as to exactly why the British government decided to defend the old colony of British Honduras, now independent Belize, against a threat of invasion from neighbouring Guatemala, but they did. Despite the catastrophic earthquake in 1976 afflicting Guatelmala in 1977 their government decided once again to invade. To counter this six Harriers from WITTERING undertook a non-stop flight across the Atlantic ocean, being refuelled by Victor K2 tankers. And, they stayed there for sixteen years, it being apparently a very popular posting for Harrier crews.
THE END OF A LONG ERA
In 2000 No.1 Squadron moved to RAF COTTESMORE to become part of the Joint Force Harrier comprising both RAF and Royal Navy personnal. This marking the end of, (can this really be true?), thirty one years of Harrier operation for this squadron, (and all of this time?), based at RAF WITTERING.
DENIS SEXTON
This comment was written on: 2018-06-27 19:44:48Hi Please could you tell me the serial number of the Spitfire gate guardian at Wittering & what has happened to it Regards D. SEXTON
Reply from Dick Flute:
Hi Denis, Afraid I cannot help here - but I will keep your comment posted. Hopefully somebody can kindly help. Best regards, Dick
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